Transformers

Declarations describe this version's foreground inventory. Missing information is not evidence of a particular allocation method or data origin.

Source publication year

2018

Inventory reference year

Not specified

Foreground modelling approach

Attributional

Allocated product inventory

Not specified

Allocation or multifunctionality treatment

Not specified

Inventory contributions

Not specified

Projects

Not specified

Funding

Not specified

Methodology notes

Schulte and Ny's2018 source study combines the Framework for Strategic Sustainable Development/strategicLCA with selected impact-hotspot quantification using SimaPro8.2,ecoinvent3.2 allocation cut-off, and ReCiPe2008 hierarchist midpoint/endpoint. Europe is the study reference, with European/Nordic/wind/coal propulsion-electricity scenarios; it is not an instruction to change archived supplier regions or CLIC background. Freight functional unit is1tkm; source study is explicitly not a complete detailed inventory. Its raw-material/production/use scope excludes other phases and does not make these component manufacturing recipes complete vehicle transport systems. Publication2018, source SimaPro8.2/ecoinvent3.2, historical import and later premise compilation are distinct; original_software explicitly names the source study only.

System boundary

Transformer material set perkilometre, represented by143kg of a high-voltage-transformer provider. SourceTable6 instead lists perkm material contributions for1/0.4kV100/50/30/16/5kVA classes, totalling101kg steel and42kg copper, with40year technical lives. Matching143kg total is not device-count, voltage-class, composition or capacity equivalence. Superseded historical record; preserve current published revisions. Schulte and Ny's2018 source study combines the Framework for Strategic Sustainable Development/strategicLCA with selected impact-hotspot quantification using SimaPro8.2,ecoinvent3.2 allocation cut-off, and ReCiPe2008 hierarchist midpoint/endpoint. Europe is the study reference, with European/Nordic/wind/coal propulsion-electricity scenarios; it is not an instruction to change archived supplier regions or CLIC background. Freight functional unit is1tkm; source study is explicitly not a complete detailed inventory. Its raw-material/production/use scope excludes other phases and does not make these component manufacturing recipes complete vehicle transport systems.

Technology description

Transformer material set perkilometre, represented by143kg of a high-voltage-transformer provider. SourceTable6 instead lists perkm material contributions for1/0.4kV100/50/30/16/5kVA classes, totalling101kg steel and42kg copper, with40year technical lives. Matching143kg total is not device-count, voltage-class, composition or capacity equivalence. Superseded historical record; preserve current published revisions.

Use limitations

Table6 page9 contains simplified material use perkm of conductive overhead electric-road infrastructure. CLIC unit-component outputs are sets of material/service demand for that kilometre, not one physical cable, mast, shelter or transformer. Overhead lines are already labelled double in the source. Lane-km, road-km, paired conductors and both directions are not interchangeable; no extra factor of2 inferred.
Cable total363kgAl+121kgCu+216kgPE=700kg matches current generic cable mass, but its provider composition, insulation and fabrication need verification. Mast274kg composite equals122kgPE+152kgfiberglass numerically, but the current provider is glass-reinforced polyamide. Its matrix/reinforcement proportions and the chromium-steel proxy for ungraded source steel7752kg are not source-equivalent by mass alone. No guessed polymer/steel replacement provider is proposed.
Transformer143kg equals101kgsteel+42kgcopper across five printed100/50/30/16/5kVA voltage1/0.4kV classes perkm. Current provider is high-voltage transformer mass; not proof of source voltage class, insulation, losses or five physical devices. Source perkm materials must not be interpreted as perdevice masses or summed201kVA installed capacity.
Source lives are20years for barriers,50 for masts/sheds and40 for cables, overhead lines, electrical equipment and transformer classes. CLIC catenary assembly is a single purchase of each component set perkm, with40year metadata. Construction batch can be valid; whole-life service needs explicit replacement/allocation convention. Continuous40/50 allocation differs from one initial discrete50year purchase;20year barrier could require two purchases only under a40year renewal-inclusive service. Do not independently multiply an input or change the40year assembly life.
Source study functional unit is freighttkm, whereas the only archived catenary callers are two trolleybus datasets in passenger-km. Both use8.33e-9km/person-km despite stated10 and19 passengers, implying8.33e-8 and1.5827e-7km/vehicle-km respectively. This is a dimensional comparison, not a proof of error or a passenger/freight conversion. Recover corridor utilization, traffic sharing and lane/direction assumptions before rescaling callers.
Source catenary-friction10kgCu/km/year is a railway-derived use-phase assumption acknowledged as uncertain for ERS. It is absent as a direct flow in these manufacturing records. Do not add lifetime400kg copper emissions to a one-time manufacturing recipe; verify operation, emissions compartments and replenishment ownership in callers. Source extraction/production/use assessment excludes other phases; no end-of-life credit, full waste modelling or whole-life certification inferred.
Printed barrier5500kgconcrete becomes2.291666667m3 using compiler2400kg/m3 density. Matching this conversion does not verify concrete grade or source measured density. Forming services in masts/steel/copper records are additional processing, not extra embodied mass. Component source inventories are simplified expert-adjusted1000V railway proxies, not measured road-system bills of materials.
All eight component blocks are present in pinned lci-buses.xlsx and absent from pinned lci-trucks.xlsx. Two current records retain historical truck-file3.7import annotations and checksum0b39c631...; that older workbook has not been recovered or proven by the later bus-copy match. Preserve historical source annotation and current CLIC3.8background; source2018ecoinvent3.2cutoff, historical3.7import and later2026native copy are different stages.
Primary PDF page1 and Crossref/Crossmark establish JeskoSchulte and HenrikNy, publication11April2018 and their publisher-deposited ORCIDs. BTH/Swedish Blekingetekniskahögskola/acronymBTH map to0093a8w51; the department remains within that parent. MiljögiraffKB and PärLindman supported/verified the source model, while SvenBorén contributed discussions; these acknowledgments are not source byline authorship, CLIC inventory contribution, funding or project identity.
The PDF has no named funding award or named project. Generic sponsor non-involvement language does not identify a funder or prove there was no funding. SwedishTransportAdministration/Uppenberg references are upstream data sources, not automatically funders. No grant, institutional funding, project record or author-to-CLIC compiler attribution added.
Original PDF andTable6 recovered; no separate supplemental LCI recovered. Publisher HTML/XML/notes/s1 accesses returned403 and one guessed ZIP path returned404. Those failures do not prove absence of supplements or revision history. Upstream2010IVLreportB1943 probes failed and2012Uppenberg report was not located; primary paper's references establish ancestry only. Crossmark is current and scoped correction/erratum/amendment/retraction queries locate no authoritative notice; not exhaustive absence proof.

Data origins

Literature